Escolar Documentos
Profissional Documentos
Cultura Documentos
OPERATOR'S MANUAL
M 332, M 137A, M 137AZ, M 337A, M 337AK
AIRCRAFT ENGINES
30.4.1993
.I
OPERATOR'S MANUAL
LIST OF REVISIONS
~
.. 1
_ The owner of the manual enters the date, when he performed the change required by I
the revision. Enter bulletin number only for revisions issued as a bulletin.
-,..., ):-
. -,
ii 30.4.1993
I -
INTRODUCTION
. ) 2-15 30.4.1993
- _..,,
2-16 30.4.1993
30.4.1993 iii
OPERATOR'S MANUAL
-. Periodic
inspections
6-1
6-2
6-3
30.4.1993
30.4.1993
30.4.1993
7-20
7-21
7-22
30.4.1993
30.4.1993
30.4.1993
6-4 30.4.1993 7-23 30.4.1993
6-5 30.4.1993 7-24 30.4.1993
6-6 30.4.1993 7-25 30.4.1993
6-7 30.4.1993 7-26 30.4.1993
6-8 30.4.1993 7-27 30.4.1993
6-9 30.4.1993 7-28 30.4.1993 ,)
iv 30.4.1993
INTRODUC11QN
30.4.1993 V
OPERATOR'S MANUAL
TABLE OF CONTENTS
vi 30.4.1993
INTRODUC110N
30.4.1993 .V
GENERAL
SECTION 1
GENERAL
3I Manner of Performing
Changes in the Manual .......................................... 1-3
30.4.1993 1-1
OPERATOR'S MANUAL
1. WARNING TO OPERATOR'S
While operating and maintaining the engine, it is unconditionally necessary
to observe exactly the prescriptions in this manual. Neglecting to follow the operation
instructions or the maintenance procedures, such as other prescriptions contained
in different sections of this manual, can result in poor engine performance and power
loss. Exceeding engine limitations can determine engine damage and have
detrimental influences upon engine life.
The works, required by the maintenance procedures and repair prescriptions in this
manual, may only be performed by trained personnel, who meets qualification
requirements and is also fully responsible for complete and qualified performed works
Further infonnation concerning more ample repair procedures, beyond the aim of this
manual is contained in the M 332A, M 137 A/AZ, M 337 A/AK engine OVERHAUL
MANUAL. Information about assemblies and their parts is contained in the SP ARE
PARTS CATALOGUE of the mentioned engines. Infonnation concerning engine
installation is contained in the INSTALLATION MANUAL of the mentioned
engines.
-J
1-2 30.4.1993
GENERAL
3. MANNER
. OF PERFORMING CHANGES IN THE MANUAL
.
Revisions of this manual are issued as bulletins approved by the Aviation Authority
i.e. the CIVIL AVIATION INSPECTORATE of CZECH REPUBLIC (CAI-CR).
The manual's owner will receive a copy of the bulletin with the respective number
of affected pages to be replaced and new lists of valid pages and revisions. These lists
are placed at the beginning of this manual to which they unseparably belong.
The revised pages themselves bear a new date of issuance. After receiving the revision
and performing the change in his manual, the owner enters the date in the LIST
of REVISIONS, when he performed the change, attested by signature.
Attention: The owner of the manual is obliged to verify, that the page number and
date in his manual correspond to those in the UST of VAUD PAGES.
Pages not corresponding to the UST must be discarded.
4. TERMINOLOGY
All location references used in this manual are unitary:
' J - the engine front is the propeller location end.
- the cylinders are numbered in order beginning from the front end, cylinder No. 1
being immediately after propeller.
the engine right-hand and left-hand sides are designated, viewing the engine from
rear. The top and the bottom designate locations on engine or part ends
considering the normal engine position. At cylinders and their relative parts,
the top side/end is nevertheless that side most remote from crankcase.
- the rotational sense of drives and accessories is established while viewing
from driving side to driven side. The driven instrument sense of rotation
is identical to that of its drive.
- the drive ratio is designated by the ratio between the driving part RPM and
the driven part RPM. The resulting drive ratio indicates the crankshaft RPM
to accessory drive RPM ratio.
- the abbreviation TDC, possibly BDC indicates the top/bottom dead center.
,
~..
.J
1-4 30.4.1993
DESCRIPTION
SECTION 2
DESCRIPTION
30.4.1993 2-1
OPERATOR'S MANUAL
1. GENERAL
-~
Models M 332A, M 137A/AZ and M 337A/AK are air-cooled, in-line inverted
four/six-cylinder engines. The propeller is mounted by means of the propeller flange
_ on the crankshaft bevel end. The engines are equipped with low-pressure injection
pump and disengageable centrifugal compressor (applicable for models M 3nn).
The valves are actuated by a camshaft supported in the camshaft housings mounted
on the cylinder heads. The model M 337AK (see Fig. 2-1) uses aerobatic oil system
enabling high aerobatics, inverted flights included.
A. Crankcase:
The crankcase is composed from the proper crankcase, the top lid and the frontal lid.
All these parts are magnesium alloy castings. The lids are assembled to the crankcase
- by means of studs and nuts and using gaskets. The proper crankcase is provided with
transversal double walls, where there are located the crankshaft bearings.
_ At the bottom there are other studs for cylinder barrel and head assembling. j
On the lateral side there are flanges for mounting pin assembly and for generator and
RPM transmitter drive. The accessory and vertical shaft drive are located at the rear
end. The flanges for supercharger, oil pump and propeller governor mounting are
at the rear end too. The flanges for magnetos and oil sump are at the rear end
on the bottom side. The top lid is provided with three hanging eyes and with
the crankcase breather.
B. Crankshaft:
The crankshaft with four/six cranks is forged from special nitrided steel. The main
and connecting rod journals are nitrided. All journals are-hollow and together with
the canals in the crank arms distribute lubricating oil to the connecting rod main
- bearing. The holes in journals are obturated by means of plate like obturators.
The crankshaft frontal end is beveled, with groove for key and threaded for
the propeller flange mounting nut. At the crankshaft rear end there are assembled
the drive geared wheel and the supercharger drive. The crankshaft is supported
on seven slide bearings. The bearings consist of bearing inserts casted from lead .)
bronze and galvanicly lead plated, which are fastened by means of aluminium alloy
lids.
2-2 30.4.1993
DESCRIPTION
C. Connecting Rods:
- The connecting rods, with the stem in the form of "H'' .section, are aluminum alloy
forgings having burnished surface. The bearing cap is retained on the crankshaft end
by means of two bolts. Two bearing inserts, cast from lead bronze, are provided on
the crankshaft end. The piston pin is mounted directly, without no bearing bushing.
D. Pistons:
The pistons are forged from aluminum alloy. Each piston is provided with two
compression rings and two oil regulating rings in common grooves. The piston pin
is secured against translation by means of elastic retainers. The piston surface
is graphite faced.
30.4.1993 2-3
OPERATOR'S MANUAL
Fig. 2-1 a ~.
'~
a-....- Typical M 332 longitudinal section . ~~,d
2-4 30.4.1993
DESCRIPTION
Fig. 2-1 b
Typical M 337 cross section
30.4.1993 2-5
OPERATOR'S l\lANUAL
2-6 30.4.1993
DESCRIPTION
20 19
22
23
' -)
Fig. 2-1 d
M 337AK rear view
30.4.1993 2-7
OPERATOR'S MANUAL
EXPLANATIONS
,/
2-8 30.4.1993
DESCRIPTION
4. INDUCTION SYSTEM
The air manifold, made of aluminum alloy sheet, is joined to the air intake piping,
J fastened to the cylinder heads, by means of magnesium alloy made elbows. The air
manifold is also equipped with the throttle housing containing the air throttle itself.
The throttle is than connected, by means of a rod, with the main lever from
the control cantilever. This cantilever is mounted on the oil sump. The main lever
is connected, by means of a rod, with the throttle control in the cockpit.
30.4.1993 2-9
OPERATOR'S MANUAL
Fig. 2-2
2-10 30.4.1993
DESCRIPTION
5. IGNITION SYSTEM
The engine ignition system consists of two shielded, independent ignition
installations. Two shielded magnetos are mounted on engine. They are provided with
automatic mechanism for ignition advance change with respect to the engine RPM.
The magnetos are vertically mounted at the rear end of the crankcase on both sides
of the oil sump, against which they are fastened by means of fixing belts. Before
mounting on engine, a beveled gear is assembled at the magneto rotor shaft end and
the adapter is fastened on the magneto stator by means of threaded pins. The adapter
is than fastened on the crankcase flange by means of two studs and nuts.
The magnetos are driven by beveled gears, the left magneto from the left drive outlet
and the right magneto from the right drive outlet. The ignition harness is provided
with shielding braid and is protected in shielding tubes on its conduit to spark plugs:
from the left magneto to spark plugs on the exhaust side and from the right magneto
to the intake side spark plugs. The wires are connected to both spark plug and
magneto by means of terminals with socket nuts. For proper connection, the wires are
provided with plates at each end, bearing a number corresponding to the pertinent
cylinder and connection on the magneto distributor block. Both magnetos have
1
short-circuit wires provided with socket nuts for coupling in case of ignition
grounding. To facilitate engine start, the spark intensity is increased, when pressing
the starter button, by the action of the starting vibrator.
---
s
s Cylin r
~ Short-Circuit Terminal
Right Magneto
Fig. 2-3 a
Left Magneto
Ignition harness diagram Ignition Harness
30.4.1993 2-11
OPERATOR'S MANUAL
12 16
3
J
14
9 - Magneto Thread .Pin Plu 'lit~;i;::ii::~
10 - Magneto Tread Pin
11 - Left Magneto .I
12 - Magneto Fixing Belts
13 - Ignition Wire Outlets
14 - Ignition Harness Left Tube
15 - Ignition Harness Right Tube
16 - Magneto
17 - Magneto Drive Adapter
Fig. 2-3 b
Ignition harness diagram
6. OIL SYSTEM
\
The engine lubrication is pressure, closed circuit, dry sump type having oil tank
connected to the oil circuit by means of rubber hoses. The oil circulation is achieved
by the action of gear type oil pumps: the main pressure oil pump and the scavenge
pump. The main pump is composed of the pressure section and the scavenge section.
It is mounted on the rear wall of the crankcase and it is driven by the drive gear
on the left outlet. The auxiliary scavenge pump is mounted on the drive gear housing
and it is driven by the vertical drive shaft.
The pressure oil circulation is ensured by the pressure section of the main oil pump.
It surges oil from the tank over the triple oil inlet strainer (placed in the pump case)
and than evacuates the oil through a pipe to the three ways fitting mounted
on the high pressure valve. This valve is screwed to the crankcase longitudinal oil
conduit. The oil is distributed from the three ways fitting to different engine parts
as follows:
a/ The oil flows through the high pressure valve along the crankcase main
longitudinal conduit and the transversal conduits to the crankshaft main bearings
and through the canals in the crankshaft to the connecting rod .bearings. The oil
splashed from the bearings lubricates the cylinders, pistons and piston pins.
The oil splashed from the first main bearing lubricates the crankshaft ball bearing.
The oil from the rear main bearing is lead through the crankcase vertical and
transversal conduit to the bearings of the accessory drive gears. At the crankcase
longitudinal oil conduit end there is a fitting for oil pressure gauge line.
b/ The oil flows toward supercharger and lubricates the bearings and the gears.
cl The oil is flowing through a pipe to the fitting, from where it continues either to
the crankcase and lubricates the bearing of the vertical shaft upper part or through
a hose to the drive gear housing and lubricates the vertical shaft bearing. The oil is
distributed in the drive gear housing to the injection pump and to the camshaft.
Inside the injection pump it lubricates bearings and actuates the pump
servomechanism. Inside the hollow camshaft it is installed an insert. The oil flows
between this insert and the camshaft and lubricates, through the orifices
in camshaft, the bearings and the cams. The oil splashed inside the camshaft
housings lubricates the rockers, the valve stems and the contact surface between
valve stem tip and rocker adjust screw.
30.4.1993 2-13
OPERATOR'S MANUAL
The pressure oil to the propeller governor is lead from the oil pump fitting through
a flexible hose.
.
-:ti
.: ..
13 7
r
'
1- Oil Inlet From Tank 10 - Pressure Oil Line To Drive Gear Housing
2- Triple Inlet Oil Strainer 11 - Crankshaft Pressure Oil To Lubricate
3- Temperature Indicator Capability Cams
4- Pressure Pump 12 - Injection Pump Pressure Oil Lubrication
5- Pressure Oil Line 13 - Oil Pressure Gauge Fitting
6- Main Longitudinal Crankcase Oil Conduit 14 - High Pressure Oil Valve
7- Crankshaft Main Bearings Lubrication 15 - Pressure Oil To Supercharger
8- Crankpin Bearings Lubrication 16 - Pressure Oil To Propeller Governor
9- Vertical And Transversal Oil Conduit For
Accessory Drive Gear Lubrication
2-14 30.4.1993
DESCRIPTION
B. Oil Scavenging
Scavenging oil from engine is ensured by the scavenge section of the main oil pump
concomitantly with the auxiliary oil scavenge pump.
The oil splashed inside the crankcase is collected at its lower side and flows through
the orifices in the transversal walls to the rear end. The oil from the supercharger is
also collected at the rear end of the crankcase. The oil collected at the crankcase rear
end than flows into the oil sump mounted at the crankcase bottom side. The returning
oil from the propeller governor is also collected through a flexible pipe in the oil
sump. The oil from the oil sump is than surged by the scavenge section of the main oil
pump over an oil screen and through the oil inlet line and pumped back to the oil tank
through a flexible pipe.
The oil splashed inside the camshaft housings flows to the drive gear housing through
the longitudinal orifices in the camshaft bearings. The oil from the frontal end
of the crankcase flows, especially when engine has this end tilted downwards, through
the frontal scavenge tube to the camshaft housing frontal lid and from here through
_ , . ) the insert in the camshaft to the accessory drive housing. The returning oil from the
injection pump flows also to the accessory drive housing. From here, the oil is surged
by the auxiliary scavenge pump and pumped through a flexible hose to the fitting
on the main oil pump and from here, together with the oil scavenged from the oil
sump, back into the oil tank.
30.4.1993 2-15
OPERATOR'S MANUAL
2 4 5
Fig. 2-5 -)
- .
Typical M 337A scavenged oil circuit
2-16 30.4.1993
DESCRIPTION
Fig. 2-6
Typical M 337AK scavenged oil circuit
30.4.1993 l-17
OPERATOR'S MANUAL
7. CRANKCASE VENTING
For crankcase venting, there is used a breather in the crankcase lid, finished with -~
a fitting to which a hose is connected, whose second end is placed outside engine
cowling in an underpressure region. The _breather fitting is provided with an adapter
retaining splashed oil and oil vapors. See Fig. 2-1 (longitudinal section).
8. COOLING SYSTEM
The engine is cooled by the air str~ which is aspirated through the scoop entrance
in the engine front cowl by the air scoop fixed on engine. The cooling air is farther
conducted along the cylinders and directed by baffles to stream between cylinder
barrel and head fins. From the air scoop, cooling air is prelevated to cool
the generator and the injection pump. See Fig. 2-1 (longitudinal section).
9. ENGINE STARTING
To start engine, an electric starter mounted on the supercharger must be switched on :,J
during starting attempt. The starter consists of an electric motor and the gear case
with the worm gear and the engaging frontal dented gear actuated by
the electromagnet. When engaging the starter electric motor by pressing the starter
button in the cockpit, the electromagnet is concomitantly energized and the frontal
dented gear is engaged against the supercharger shaft and makes the crankshaft turn
over the starter worm gear and the supercharger epicyclic gear. After depressing
the starter button, the frontal dented gear is disengaged by the action of the reversal
spring. See Fig. 2-7.
IO.ACCESSORY DRIVE
2-18 30.4.1993
16
DESCRIPTION
17
15 18
2 21
1 19
3 4'
4 6
5 20
8
7
9
10
11
12
j 14
13
Fig. 2..7
Typical gear train diagram
30.4.1993 2.. 19
OPERATOR'S ~tANUAL
D. Generator Drive
The generator drive gear train is supported in the housing mounted on the left flange
of the crankcase. The motion is transmitted from the left drive outlet gear, over
the intermediate gear, to the generator pinion. The drive spline has interior grooves
matching the generator shaft. Both drive gears are supported in bronze bushings.
The oil scaling ring installed on generator drive hinders oil to penetrate inside
generator. The generator is flanged, with grooved shaft end. The generator is mounted
on the frontal generator drive housing flange and it is additionally fastened
in the crankcase recess means of a fixing belt.
)
11.ENGINE INSTALLATION
On each side of the crankcase there are two pads cast together with the crankcase
intended for mounting the pins of tl1e engine mounts.
12.ACCESSORIES
The LUN 5151. 02 injection pump is destined for four-cylinder, fully aerobatic engine.
It is equipped with automatic fuel correction with
respect to the manifold air pressure.
The LUN 5150. 01 injection pump is destined for six-cylinder, fully aerobatic engine.
It is equipped with automatic fuel correction with
respect to the manifold air pressure.
i
_j
2-20 30.4.1993
DESCRIPTION
The injection nozzles Yc-070 serves to pulverize the fuel in the engine air intake
p1p1ng.
SECTION3
SPECIFICATIONS
30.4.1993 3-1
OPERATOR'S MANUAL
3-2 30.4.1993
SPECIFICATION
M332 M 137/337
Ignition:
Magneto (two on engine): LUN 2225 LUN 2221.13
Magneto Drive Ratio: 2:1
Firing Order: 1-3-4-2 1-5-3-6-2-4
Spark Occurs: 7BTC
Breaker Gap: 0.25 7 0.35 mm (0.009870.0138 in.)
Shielded Spark Plugs (two on each
cylinder head): PAL 22.62
Spark Plug Thread: M 121,25
x
Fuel System:
_ , :.). Injection Pump: LUN 5151.02 LUN 5150.01
Injection Pump Drive Ratio: 2: 1
Correction Adjust Valve: 705-1000
Injection Nozzles Type: Yc-070
Injection Nozzles Number: 4 6
Nozzle Marking (according to 3. 4 or 3. 6 on the nozzle skirt; on engine must
opening pressure): be installed nozzles having the same marking
Fuel Filtering Efficiency
(max. foreign particle size): 0.03 mm (0.0012 in.)
Basic Mixture Setting (mixture
control lever setting against -2 increments from ..~'
injection pump mixture dial):
Injection Pump Oil Inlet Pressure: min. 100 kPa (14.5 PSI)
.)
30.4.1993 3-3
OPERATOR'S MANUAL
M332 M 137/337
-~,,,
Fuel Pressure:
Operation limits: 10 + 50 kPa (1.45 + 7.25 PSI)
Operation Pressure: 30 + 40 kPa (4.35 + 5.8 PSD
Oil System:
Main Oil Pump: gear type double-pressure and scavenge
Drive Ratio: 2:1
Auxiliary Oil Pump: gear type - scavenge
Drive ratio: 1:1
Oil Pressure:
Limit Values: 120 + 450 kPa (17.4 + 65.25 PSI)
Operation Range: 350 + 400 kPa (50.75 + 58.0 PSO
Idle Min. Pressure at 60C
Oil Temperature: 180 kPa (26.1 lbs/sq.in.)
Idle Min. Pressure at 80C
Oil Temperature: 120 kPa (17.4 lbs/sq.in.)
- -:-,.
. j
. .J
M332 M 137/337
Cooling:
Cooling Procedure: cooling air stream
Min. Cooling Air Pressure Drop 1.570 kPa 1.961 kPa
between Cylinder Front and Rear (0.4633 inHg) (0.5792 inHg)
during Take - Off:
, 1 Supercharging:
Compressor: centrifugal, disengageable
Impeller Driving Ratio:
- engaged: 1:7.4
- disengaged: 1:1
Starting:
Starter: electrical, with worm gear driving and
engaging frontal dented gear
Starter Electromotor: LUN 2253, c' c'wise (M 332, M 337)
LUN 2254, c'wise (M 137)
Voltage: 28V
Speed: 6000 RPM
30.4.1993 3-5
OPERATOR'S MANUAL
M332 M 137/337
Power: 1.1 kW
Starter to Crankshaft Drive Ratio: 111:1 (M 332, M 337)
129:1 (M 137)
_ At each engine on the crankcase lid, there is a nameplate containing engine model
designatio~ series number and basic technical data. -,~
\
. ./
3-6 30.4.1993
SPECIFICATION
Eneine Life:
,_
The M 337A/AK engine TBO is 2000 hours operation time, if the engine is normally
operated, or 1400 hours operation time, if the engine is aerobaticly operated. The
indicated IBO can be applied, provided that the engine undergoes a check procedure
in compliance with the bulletins no. M 337 A/9b and M 337 AK/4b after 1000 and
1500 hours flight operation time.
The entire engine life is 6000 hours operation time.
The M 332A, M 137A/AZ engine TBO is 1000 hours operation time. The whole
engine life is 5000 hours operation time, considering four overhauls. For TEO
determination, multiply aerobatic operation time by 1. 3
_)
30.4.1993 3-7
OPERATOR'S MANUAL
The shown power are brake powers achieved on ground test stand installations in
ISA conditions and assuming a 2 kPa (0.5907 inHg) impact pressure. ::)
The engine is not equipped with mufflers.
3-8 30.4.1993
SPECIFICATION
The shonn power are brake powers achieved on ground test stand installations
in ISA conditions and assuming a 2 kPa (0.5907 inHg) impact pressure.
The engine is not equipped with mufflers.
30.4.1993 3-11
OPERATOR'S MANUAL
The shown power are brake powers achieved on ground test stand installations
in ISA conditions and assuming a 2 kPa (0.5907 inHg) impact pressure. J
3-12 30.4.1993
SPECIFICATION
30.4.1993 3-13
OPERATOR'S MANUAL
2. OPERATING LIMITATIONS
a/ Max. take-off power rating (at M 332 and M 337 engaged compressor) is limited
for max. 5 minute.
3-14 30.4.1993
SPECIFICATION
-+--i1'-+-1t-Pl"-"+-.J.+-+--+--+-+-+--+--+--1t++--+--t-!C
~~H-/--l't+~--+--+-+-+--+-~+--+--t-1a E
...
~
f ~
i ~
I i
.. i
t:
~
~
-""~~-~t--~~
-+-+-+---++--+-+-1
. ~
I
+--+---R-+-~k:-ff-1-t-t--+- I! " t
J
8 II YI i Ji! i Iii s Iii R
,..
,...,
St.JIM Off .a! on n 11.loll(M ~ lllYll8
,..., . II
z ,1,I -,.----,--.....------,--...---,.--..----.-- IC
- . - - - - - . - - . . . . . . . - - - . - - . . - - - . - - Ii
:::t==t::.:=:t=::=t=:.=1 ~ . !
~ - + - - - t - - + - - f - - - l i4 r
Fig. 3-1
30.4.1993 3-15
OPERATOR'S l\lANUAL
a
! .:
il
r:
I......
Ill ... ~
"' ~
~i
I l!I
:l
~
!.
i
Sil
:it
i I .
IIS
: 1~
11:
iii
--
...,ww
I
AT ST:> T[MP,
e .J s 8 6
~ -I
!
~
~ .-, )
... ..,~
r,
'.':')
.~
~
.... :,
~ .
:II
J:
...
~ l a...A
I 81-+--+--+..._ ~-~----~~~~~~---~~
...
~ C-...--+-+41>4-+-__....--.-"......<-.~~...___.~~
-t /:,
i,- !i i
.. ij
!l ..
i
i
,.
.
i& ~
ii "'
- ~ G
~ :r "'
?;
5! ~
"' . ~ ~
~
~ 2
i a
- 'f:.
~
...
"':.r
Ill " I. II II ls r, I ...
~
~
,_J
Fig. 3-2
3-16 30.4.1993
z t--
~
~
~
s
u
~ SIA l~EL PRFOAMANCE
M 337 / 137 AL TITUO( P(AFORMAMCE
WITKJUT SUPSICHARG[A
~ WITHOUT SIJPEIICH..u!G&R MIS [JIY MIU.FOLD
rr.i 110 J ca j j _..... _PA(S9..M IH MG ~ 1
I I I I 1
FULL THAO TTLi
~S[POW{A
I '
FULL '"kROT'IU Rf'M
.2>
~ t-t+\ ~ 240.0BPM. i I 1....... ~ ~ -Q-~ kZ', I u.
'I 11 I I .;__J.. _;t ~..Ji.ac+: .... ,.I;;. I F'....:1-<~".a~-a
I Ii I I I I I l I i . I I I l :::--.J: I0
=~-i=sse:::: ..
N JI ~ fit N .... ...... t = tta"S::t:1:
AISClUTI MANFOI.D Plllss.11111 . . l'Al$3.JA Al Tl 'I\.C>& IN 'lllOU SA NOS rll FUT ff')
~
~
~
..;
=
ff')
( - '\
OPERATOR'S MANUAL
.. 10
--, -------
s 12
.......
C
14
f
11
=
C 11
.
j
... JO
..
i
i
n
a
e
21
11 ----- - ---
JO
J2
34
______.______.____ ____ ____ ____
....._ __. __. ___. ~~ -- - - - - -- - ..
0
-
0
. :)
2
~
l
.....
"'
.
%
'II
lt
.,,
,....., ......
5"
r-
~
I
. i- !i
...
0
~
% z
lf X ;,
1 "'0
r
8 0
~
...i 10
~
...'....'.] 11
u
14
Cl 0 ...
Cl
Fig. 3-4
3-18 30.4.1993
SPECIFICATION
BOC
TDC
Fig. 3-5
30.4.1993 3-19
OPERATOR'S MANUAL
. ;)
;->
/
30.4.1993
OPERATING SUBSTANCES
SECTION 4
OPERATING SUBSTANCES
30.4.1993 4-1
OPERATOR'S l\.lANUAL
1. FUEL
To burn within the engine, a low lead min. 78 fuel octane grade is destined. Superior
octane grades are not prohibited, provided that the TEO content is not greater
than 0.06% parts per volume (2.27 ml TEL/US gal.).
Attention: The oils renew period during normal operation is maximum 200 flight
hours.
4-2 30.4.1993
OPERATING SUBSTANCES
Grease:
Magneto cam greasing oil: AEROSHELL T03
3. PRESERVATIVE OILS
The preservative oils must comply with MIL-L-6529 C specifications.
' )
30.4.1993 4-3
_ OPERATOR'S MANUAL
4-4 30.4.1993
OPERATION INSTRUCTIONS
SECTION 5
OPERATION INSTRUCTIONS
30.4.1993 5-1
OPERATOR'S MANUAL
1. ENGINE CONTROLS
-~
- The engine running is controlled by the following means:
- ignition switch on and off;
- throttle control;
- mixture control;
- supercharger control - engaging and disengaging (only for 332 and M337 series);
After engine started, set throttle to I 000 RPM. Check oil pressure gauge for
- indication. If min. 120 kPa (17.4 lbs./sq.in.) oil pressure is not indicated within
ten seconds, stop engine and determine trouble.
5-2 30.4.1993
OPERATION INSTRUCTIONS
Engage starter. If failure, try again with the same throttle s~tting (corresponding to
1000 RPM). If failure again, set throttle control to 1/2 of travel. If starting attempt
fails, this indicates that engine is overflowed by fuel and it is necessary to cease
starting for a while and await until fuel in excess in the air inlet system evaporates.
Than attempt engine starting without priming and throttle control setting in
1000 RPM position.
If ambient air temperature decreases below +5C (41 F), it is recommended to preheat
- I engine and oil in oil tank by means of hot air. The hot air temperature should not
exceed I 20C (248F). Perform preheating until indicated cylinder head and oil
temperature reaches 25C (77F). The battery must be out of the preheated area.
Proceed further as indicated by the Starting at 5C + 20C (41 F + 68F) Air
Temperature Procedure. At lower air temperatures, moderately reach mixture.
Attention: Engage starter during engine start attempt for maximum 10 seconds
at once, followed by a 30-second long pause. It is permitted to engage
starter three times during one engine start attempt and than is necessary
to let starter electromotor cool. It is not permitted to engage starter while
engine running, or to leave it engaged after engine started.
30.4.1993 5-3
OPERATOR'S MANUAL
3. ENGINE WARM-UP
Let cold engine to idle at 1000 RPM for one to two minutes and as soon as engine
runs smoothly, disengage supercharger. After one to two minutes (this period may be
longer during cold weather) engine running, slowly increase speed to
1500 + 1600 RPM. If RPM increasing is achieved with insufficiently warmed-up
engine, oil pressure drop can result. In this case, decrease RPM to an indication
at which the prescribed 350 + 400 kPa (51 + 58 lbs./sq.in.) oil pressure is evidenced
and than progressively increase RPM to 1500 + 1600. The minimum oil pressure
indication is 350 k.Pa (51 lbs./sq.in.). Maintain these RPM until engine warm-up for
engine test is achieved. Wanned-up engine minimum indications before engine test
are: cylinder head temperature min. 120C (248F);
oil temperature min. 25C ( 77F);
oil pressure min. 350 kPa (51 lbs./sq.in.).
The lower is the ambient air and oil in tank temperature, the more thoroughly and
longer must be engine warm-up. It is not permitted rapid RPM increasing after engine
start. Abrupt oil temperature increase or oil pressure drop during engine warm-up is
evidence of engine trouble.
After engine warm-up and before engine test, perform generator and regulating relay
test. The RPM increasing to 1800 must cause the red control lamp on the instrument
panel indicating battery charging to go off. Meanwhile, the VA-meter must indicate
26 + 28 V.
_ Attention: While warming-up engine, rapidly change RPM settings at which
the engine falters or does not run smoothly.
,.,)
5-4 30.4.1993
OPERATION INSTRUCTIONS
4. ENGINE TEST
Perform engine test after the engine was warmed-up.
Magneto Check:
Switch to each magneto and note drop-off. Prescribed drop-off is 20 + 50 RPM.
If prescribed drop-off is not observed, it is necessary to time magneto to engine
in compliance with the procedure in SECTION 7. Operation on a single magneto is
limited to 20 seconds.
30.4.1993 5-5
OPERATOR'S MANUAL
Engine running during the entire engine test should be smooth. All prescribed
indications should be observed. Do not operate the engine on one magneto for too
. ....
long time. Spark plug fouling problems are minimized.
During descent, it is necessary to bring back the mi:x.'ture control to the basic setting.
Finishing climbing, a horizontal flight may follow. Flight ratings with pertinent
engine power ratings are shown in the airframe manufacturer's manual. During
engine flight operation, check instruments for RPM, pressure and temperature
indications. All prescribed indications should be observed. Do not actuate abruptly
30.4.1993 5-7
OPERATOR'S MANUAL
the throttle control. The engine run should: be smooth, without faltering and stops
within the entire RPM range. Oil pressure drop beneath rated oil pressure value is . ... ,
evidence of a serious oil system trouble and therefor it is necessary to land
immediately and determine the trouble.
).
. ,.
5-8 30.4.1993
OPERATION INSTRUCTIONS
30.4.1993 5-9
OPERATOR'S MANUAL
..-)
... -~.
,._)
5-10 30.4.1993
OPERATION INSTRUCTIONS
30.4.1993 5-11
OPERATOR'S MANUAL
- The fuel consumption is within tolerance, see fuel consumption tolerance vs. inlet air
temperature table.
...,._
._ ,.)
5-12 30.4.1993
OPERATION INSTRUCTIONS
30.4.1993 5-11
OPERATOR'S MANUAL
5-12 30.4.1993
OPERATION INSTRUCTIONS
30.4.1993 5-13
OPERATOR'S MANUAL
~
All prescribed pressure and temperature indications, shown in the specifications in
SECTION 3 of this manual, should be observed during engine run-in procedure. It is
favorable to apply the max. take-off and max. continuous power rating for as short as
possible periods during the first IO hours operation time.
5-14 30.4.1993
PERIODIC INSPECTION
SECTION 6
PERIODIC INSPECTIONS
30.4.1993 6-1
OPERATOR'S MANUAL
1. GENERAL
The basic factor for preserving engine performances and reliability is
the conscientiously observing of the prescribed procedures during inspections. Neither
the perfect system of inspections can eliminate the influence of the human element
upon the accuracy the prescribed procedures are being performed with. Hence
the necessity, that the operator should pay maximum heed to all kinds of inspections,
in order to minimize the risk of unsafe events.
The works required by the Pre-Flight, Between-Flight and After-Flight Checks,
as well as by the I 0-Hour and 50-Hour Inspections may only be performed by a pilot
or mechanic, who possesses a licence issued by the Aviation Authority for care
of the particular aircraft type.
The works involved by the 500-Hour Inspection, which extend the volume
of the 50-Hour inspection, may only be performed by a mechanic of the manufacturer
or trained and certified by him.
Attention: Beside the inspections in this manual, it is necessary to observe all kinds
of inspections and maintenance procedures prescribed by the airframe
manufacturer inthe pertinent Aircraft Operator's Manual. .- J
2. PRE-FLIGHT CHECK
The Pre-Flight Check serves to verify the general condition of the engine for flight.
It is carried out before the first flight of the day.
a/ Check oil level in .the tank and add if necessary. The tank should not be
completely full. Above the oil level it has to remain an empty volume-about
20% of the tank whole volume-for the case of oil foaming. The minimum quantity
of oil in the tank should be enough for the planned flight, considering the greatest
oil consumption plus a reserve of minimum 7 liters (7.4 US qts.) as minimum safe
quantity for oil circulation.
6-2 30.4.1993
PERIODIC INSPECTION
30.4.1993 6-3
OPERATOR'S MANUAL
jl Set main fuel cock and other eventual selector cocks in the fuel system in "ON"
positio~ according to airframe manufacturer's prescriptions.
3. BETWEEN-FLIGHT CHECK
The Between-Flight Check is carried on during the flight day between one landing
and the following take-off. If repeated short flights are performed (such as circuits),
this check can be carried on at an interval of 2 flight hours.
al Check oil system for leaks.
bl Check fuel system for leaks.
cl Check oil and fuel level, add and refuel if necessary.
4. AFTER-FLIGHT CHECK
The After-Flight Check is carried on after the last flight of the day. It serves to make
a comparison with the engine condition evidenced during the Pre-Flight Check. .J
al After engine shut-down, check engine cowlings and open them, externally clean
engine, accessories and airframe in the engine's vicinity.
bl Check fuel system for leaks and secured connections.
cl Check oil system for leaks and secured connections.
di If evidence of exhaust seepage, repair damaged elements.
el Check engine controls for condition and securing.
fl Check electrical wiring for condition and proper anchorage.
gl Compare fuel and oil consumption with pertinent data in SECTION 3 of this
manual.
5. 10-HOUR INSPECTION
This inspection is carried on after the first 10 hours operation time on new and
overhauled engines and on engines at which parts belonging to the piston-cylinder
group were replaced during operation period.
a/ Perform engine check according to the procedure indicated in SECTION 5 of this
manual.
bl Drain oil from the tank, engine, oil lines and injection pipe through a fine sieve.
Check evidence of metal particles. If positive, the engine has to be inspected
by specialists from engine' s manufacturer or a repair shop authorized by him.
Renew oil in compliance with the procedure indicated in SECTION 7 of this
manual.
cl Remove, check and clean the oil strainers and screens from the:
- oil tank;
- oil pump;
- oil sump;
- camshaft drive gear housing.
' di Reassemble oil strainers and screens and refill oil system with oil according
to SECTION 4 of this manual.
el Check 24.5 Nm (18.1 ft.lbs) torque tightening of the cylinder heads studs
by means of a torque wrench. Perform tightening in accordance with the procedure
in SECTION 7 of this manual.
fl Check valve clearance and adjust it if necessary according to the procedure in
SECTION 7 of this manual.
gl Perform propeller flange nut tightening by tightening moment ~= 294 + 343 Nm
(30 + 35 kpm). Also see the manufacturer's propeller manual.
hi Perform engine test in compliance with the procedure in SECTION 5.
ii Enter performance of the 10-Hour Inspection in the engine log-book.
30.4.1993 6-5
OPERATOR'S MANUAL
6. 50-HOUR INSPECTION
This inspection is carried on after each 50th hour of flight operation.
al Check engine according to the procedure indicated in SECTION 5 of this manual.
bl Open engine cowls and remove spark plugs on one side.
cl Measure compression pressure in each cylinder according to the procedure
indicated in SECTION 7.
di Check oil system according to items a. and b. from the IO-Hour Inspection.
Perform check when oil still hot.
el Unscrew plug and check the correction compartment of the injection pump for
presence of oil. Drain oil if necessary. See Fig. 7-1 Detail "A".
fl Reassemble oil strainer and renew lubricating oil according to specifications in
SECTION 7.
Attention: During removing and reassembling the oil tank strainer, avoid
deformation of the strainer and of the gravity valve through excessive
tightening. ..,"!,)
gl Drain fuel in the tanks and strainers.
hi Remove, check and clean fuel strainers , injection pump strainer included.
Perform extraction of the injection pump fuel strainer in compliance with
the procedure indicated in SECTION 7 of this manual.
ii Externally check injection pump for leaks.
Note: Use fuel only from certified sources equipped with systems for elimination
ofaccumulated water and sediments.
1/ Remove covers in the lower part of the air scoop to gain access to the cylinder
head studs. . ,_)
6-6 30.4.1993
PERIODIC INSPECTION
ml Check 24.5 N~ (18.1 ft.lbs) torque tightening of the cylinder head studs,
according to procedure in SECTION 7. After this, reassemble covers at the lower
part of the air scoop.
n/ Check valve clearance adjustment, readjust if necessary according to procedure
indicated in SECTION 7.
Cold clearances - intake valves 0.25 mm (0.0098 in.);
- exhaust valves 0.40 mm (0.0157 in.).
ol Inspect magnetos according to 50-Hour and 100-Hour Inspection observing the
procedure indicated in SECTION 7.
Breaker gap: 0.25 + 0.35 mm (0.01 + 0.014 in.).
pl Check and service starting vibrator after the first 50 hours and than after every
100 hours, according to the procedure indicated in SECTION 7.
qi Check and clean spark plugs according to procedure indicated in SECTION 7.
rl Service generator after 100 hour's flight operation time according to procedure
indicated in SECTION 7.
sl Visually check and clean regulator relay and starter.
)
Note: When charging current is normal, check only connectors and terminals.
In case of malfunction (abnormal current), replace regulator relay.
ti Check supercharger clutch adjustment according to procedure indicated m
SECTION 7.
ul Inspect and service air strainer at the supercharger air intake according to
procedures in the airframe manufacturer's manual.
vi check supercharger air intake ducts for airtightness, proper tightening of the blind
nuts and visually check air inlet ducts for general condition and integrity,
especially pay attention to welded seams. Repair or replace in case of damage.
wl Visually check and verify proper tightening of the exhaust stacks and collector
connections and between different components of the exhaust system.
xi Perform tightening of the oil distributor (if applicable) and the propeller flange nut
by tightening moment Mk= 294 + 343 Nm (30 + 35 kpm) according to procedure
indicated in the manufacturer's propeller manual.
yI Check following nuts and parts for proper tightening and securing:
- crankcase bolt and stud nuts;
30.4.1993 6-7
OPERATOR'S MANUAL
7. 500-HOUR INSPECTION
This inspection should be carried on after each 500 hour's flight operation time. )
It contains all the 50-Hour Inspection works and the following items in addition:
al Fly a test flight to verify fuel consumption. Established consumption value
compare with data in SECTION 3 of this manual. If necessary, adjust injection
pump according to the procedure in SECTION 7.
bl Check supercharger for condition according to the procedure in SECTION 7.
cl Perform 500-Hour Magneto Inspection in compliance with the procedure indicated
in SECTION 7.
di Service starter according to the procedure in SECTION 7.
e/ Check control rods. Repair or replace if necessary.
f I Visually check ignition harness tube support and other wires for condition. Cable
shieldings to spark plugs may not be worn or tom to holes. Replace if evidence
of damage. Visually check insulators and cable terminals for breaking, burning or
piercing. Replace damaged insulators and cables.
g/ Check internal surface of the air intake ducts for cleanliness and integrity.
6-8 30.4.1993
PERIODIC INSPECTION
h/ Check throttle mechanism in its housing for general condition and proper
functioning.
ii Check basic position of the mixture control, which corresponds to the manual
IIID.1ure control position, i.e. 2 increments from "tf' position, which is marked
on the injection pump mixture dial. See Fig. 6-1.
' I
Fig. 6-1
j/ Remove, check and clean oil strainer in the crankcase top lid.
Note: Applicable for Model M J37A~4Z, M 337AK and M 332AK only. Remove
the strainer after the supercharger disassemble.
kl Enter performance of the 500-Hour Inspection in the engine log-book.
8. NON-SCHEDULED INSPECTIONS
The engine manufacturer can decide upon the opportunity of other kinds
of inspections. The volume and applicability of these inspections are communicated
to operators by means of bulletins. These bulletins are approved by the manufacturer
country's Aviation Authority and become mandatory for engine's owners. When
performing Non-Scheduled Inspections, required during engine operation time, apply
technical procedures as indicated in SECTION 7 of this manual.
30.4.1993 6-9
OPERATOR'S MANUAL
6-10 30.4.1993
MAINTENANCE PROCEDURES
SECTION 7
MAINTENANCE PROCEDURES
30.4.1993 7-1
OPERATOR'S MANUAL
Attention: Avoid possible fall to earth of the gravity valve after removing the drain
plug.
el Remove drain plug from the injection pump and meanwhile the filling plug on
the lateral side of the injection pump (to facilitate oil draining).
fl Remove plug and check injection pump correction compartment for evidence
of oil. If positive, drain oil and reinstall plug.
gl Remove lid from the oil inlet strainer of the oil pump, extract oil screens and
disassemble. (It consists of 3 oil screens.)
hi Remove oil strainer from oil sump.
i/ Remove oil strainer from crankcase top lid.
Note: The checking and the cleaning of the oil strainer in the crankcase top lid
are only to be perfomied during the 500-Hour Inspection.
j I Check all oil strainers and screens for evidence of metallic particles. Then rinse
them in technical gasoline and reassemble them, wire securing included.
Attention: Evidence of metal particles ind_icates excessive wear of some engine parts
and hence the necessity of engine inspection by a mechanic from engine's
manufacturer or trained and/or certified by him.
kl Screw on injection pump drain plug and secure with wire. Fill pump with engine
oil till the top of the filling orifice. Screw on filling plug.
Attention: Drain oil from engine into a clean vessel to make possible evidence
of metallic particles. Meamvhi/e avoid oil depreciation for the case
offurther use-such as strainer maintenance and check before oil change
period is over. For oil change period see SECTION 4.
1/ Fill oil tank with oil in accordance to the specification in SECTION 4 of this
manual.
--- ~~ - -
-Y -0-~~
-~l 0-
--
+ .
~
I -. ..l.. ,
~.
.......
I~~ ~
Fig. 7-1 a
DETAIL.A"
Fig. 7-1 b ,:,.)
7-4 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-5
OPERATOR'S MANUAL
10 11 2 3 6 7 14 15 22 23
~-~ -~ - ~.Jo?}. --
~~-~-~~
12 9 4 1 8 5 16 13 24 21
1+ 6 Cylinder Numbering
1 + 24 Cylinder Head Nut Tightening Order
. Fig. 7-2
7-6 30.4.1993
l\11AINTENANCE PROCEDURES
Fig. 7-3
di Set hexagonal plug wrench with two-sided holder pos. 1. on the setnut, ,vhich
secures the rocker adjust screw.
, l el Rotate plug wrench pos. 1. from holder and unscrew the setnut about half
the thread length.
fI Screw on rocker adjust screw till stop by means of the screw driver pos. 2 provided
with dial pos. 3.
Note: The corresponding valve must be shut.
gl Set sleeve with two notches pos. 4 in such a manner that one of its notches covers
the longer mark on the screw driver handle.
Attention: The longer mark corresponds to 0.1 mm (0. 00394 inches) and it is divided
into 5 intervals of 0. 02 mm (0. 000787 inches).
hi Unscrew rocker adjust screw till the prescribed valve clearance, .by means of the
screw driver pos. 2 and hold it in that position.
ii Tighten the setnut rotating the plug wrench pos. I from the two-sided holder.
Prescribed clearances:- intake valve 0.25 mm (0.0098 in.)
- exhaust valve 0.40 mm (0.0157 in.)
)
Note: A dial indicator can be concurrently used for valve clearance adjustment.
30.4.1993 7-7
OPERATOR'S l\:IANUAL
1- Magneto Adapter
2- Magneto Threaded Pin
3- Nameplate
4- Distributor Block Protection
5- Distributor Block
6- Shielding Cover & Distributor
Block Fastening Screw
7- Magneto Beleved Drive Gear
8- Distrib. Block Fastening Screw
9- Magneto Short-Circ. Wire
Terminal
10 - Shielding Cover
11 - Ignition Wire Terminals
12- Rubber Plug
13 - Distributor
14 - Capacitor
15- Breaker
Fig. 7-11
30.4.1993 7-9
OPERATOR'S MANUAL
f I Rotate distributor with its arm pointing to the notch on magneto housing, i.e. in
the position, when spark occurs at the first cylinder. Hold distributor in this
position. Place gasket on the drive adapter, install magneto to crankcase and fix it
by means of the two nuts with washers. The propeller must be in the same
position, as when the magneto had been dismounted. If the teeth of the gear
wheels don't match, when installing magneto, facilitate matching by extremely
small movements of the distributor.
g/ Insert 0.03 mm (0.0012 in.) feeler between breaker points. If it cannot be easily
taken out, or it is free between points, loose the adjust screw through the crankcase
hole, rotate magneto in a convenient manner, so that the feeler can be easily taken
out. Tighten the adjust screw in this position. The magneto timing is the same as
the removed magneto timing. If performing these steps, the short-circuit lead
socket would come up to an improper position, it is necessary to reset the magneto
gear by one tooth, until the socket comes up to the position perpendicular to
the engine axle. Time magneto again after this.
h/ Consequently to magneto timing and adjust screw tightening, fasten the distributor
block and reinstall its protection, assemble the original shielding cover with
the connection leads from the removed magneto (to avoid leads to be reconnected
to the new shielding cover). Install shielding cover with mark 1 in alignment with )
the same mark on the distributor block and fasten it on magneto. Reinstall plug in
crankcase window. Fasten the fixing belt around magneto. Connect
the short-circuit lead to the socket. Reinstall spark plugs, connect ignition
terminals.
ii Perform engine test in compliance with instructions in SECTION 5. At the RPM
drop check, when selecting each magneto, it must be obtained the prescribed RPM
drop value 30 + 50 RPM when only one magneto operating. If this condition will
be not fulfilled by the newly installed magneto, perform magneto timing according
to the procedure in this section.
7-10 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-11
OPERATOR'S MANUAL
partially, this prooves defective distributor and hence the n~ssity to replace
it.
21 While engine is running with both magnetos operating, slowly increase RPM
from idling and watch if engine experiences abrupt RPM increase between
1000 and 1500 RPM. Then slowly decrease from 1000 to 1500 RPM and watch
again if abrupt RPM drop is experienced. If abrupt RPM variations are noticed
and no engine failure can be detected as a cause, this means that
the centrifugal regulator of one or both magnetos is defective and hence
the necessity to replace defective magnetos.
If RPM drop is greater than 50, increase advance. If RPM drop is smaller than 30, ~:J
- decrease advance. Before timing magneto, loose fixing belt, remove crankcase
window plug for access to the adjust screws and partially loose these screws. Ignition
advance change occurs by rotating magnetos. To decrease advance, rotate in
the direction of magneto rotation. To increase advance, rotate in the opposite
direction of magneto rotation. The sense of rotation is indicated by an arrow
- on magneto nameplate.
7-12 30.4.1993
MAINTENANCE PROCEDURES
anchor and the breaker mobile contact. Under a nominal 24 V voltage, the current
through breaker contact must be 1 A During adjusting operation, don't keep
closed contact for more than 20 sec.
30.4.1993 7-13
OPERATOR'S MANUAL
1/ Place gaskets on spark plugs and apply a light coating of graphite grease to
the threads. "\
Attention: Reject too much worn or deformed gaskets and replace with new ones.
ml Screw on spark plugs and gaskets, in the first phase by hand till one makes sure,
that the spark plug has properly engaged the cylinder head hole. Than continue to
tighten by means of the spark plug wrench.
Note: Check cylinder head holes for evidence of eventual damage or if
the threaded inserts are not damaged or loose.
nl Screw on and tighten ignition harness terminals to spark plugs.
Attention: Verify terminals if complete. Tighten spark plug with care to avoid
damage of the terminal insulator.
ol Install airscoop access windows cover sheet and secure.
p/ Shut engine cowls.
J
11.GENERATOR MAINTENANCE PROCEDURE
a/ Disconnect generator connection leads.
bl Remove generator from engine:
- loose generator fixing belt,
- remove generator flange nuts.
cl Remove carbon brush case protection pads.
di Depress carbon brush springs and extract them.
el Check carbon brush wires for condition and electrical continuity.
fl Check carbon brush for wear-minimum length is 12 mm (0.4724 in.). Replace
carbon brushes if greater wear is evidenced.
g/ Clean collector case by means of compressed air jet.
Attention: If collector surface damage is evidenced, it is necessary to be checked and
possibly repaired. These operations may be performed by a mechanic from
engine's manufacturer or trained and/or certified by him.
7-14 30.4.1993
MAINTENANCE PROCEDURES
Fig. 7-4
cl By means of a screwdriver, turn adjust screw pos. 2 to the right to tension the belt
brake.
di Reinstall wire securing clip in its original position.
el Shut engine cowls.
fl Supercharger clutch adjustment test:
- in "SUPERCHARGER ENGAGED" position, the propeller may not slow or stop
during engine starting.
- in "SUPERCHARGER DISENGAGED" position, the manifold pressure may
not exceed 100 kPa (28.940.59 in.Hg).
30.4.1993 7-15
OPERATOR'S l\lANUAL
7-16 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-17
OPERATOR'S MANUAL
Fig. 7-5 a
7-18 30.4.1993
MAINTENANCE PROCEDURES
Fig. 7-5 b
Note: When mounting back starter on supercharger flange, reuse the original
gasket or a new one, but having the same thickness, so that the final
clearance between engaging gear and engaged gear (solidar with the
engine crankshaft) measure 0. 70.1 mm (0. 02760. 00394 in.).
30.4.1993 7-19
OPERATOR'S MANUAL
1 J
Fig. 7-6
7-20 30.4.1993
MAINTENANCE PROCEDURES
FUEL INLET
1 2 Fig. 7-7
30.4.1993 7-21
OPERATOR'S MANUAL
During operation time only the fuel pressure check at indicated rated powers is
performed in compliance with the specification in SECTION 3.
The adjusting screw pos. 4 for fuel pressure adjustment is located at injection pump
fuel inlet, see Fig. 7-7. If necessary during operation time, adjust fuel pressure 1
according to the next procedure.
al Remove securing and fuel pressure adjusting screw plug pos. 1.
b/ Remove securing and loose adjusting screw setnut pos. 5.
cl Tum adjusting screw pos. 4 by means of a screwdriver:
- to the right to increase pressure,
- to the left to decrease pressure.
di Tighten counternut pos. 4 to fix the adjusting screw in the selected position and
secure by means of the securing washer pos. 6.
e/ Reinstall plug pos. l and secure with wire.
fl Start engine and test fuel pressure adjustment at indicated rated powers according
to specifications in SECTION 3 of this manual.
g/ Check connections for leaks.
7-22 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-23
OPERATOR'S MANUAL
from cylinder heads avoiding at the same time the distortion of the central p~
of the vertical shaft. This part has also to be disassembled during camcase . --~
dismounting, including the upper coupling of the vertical shaft. '1
Note: fVhile mounting back the central part of the vertical shaft, both grooved
bushings have to be mounted with the shorter end toward the camcase.
ii Cylinder head removal:
I I Disassemble pertaining baffles between cylinders and cylinder heads.
2/ Position piston in the TDC.
3I Loose and remove cylinder head nuts, ,vashers included (4 nuts plus pertaining
,vashers for each heads).
4/ E:-..tract cylinder head from cylinder. To facilitate separation, bumping is
permitted using a plastic hammer.
Note: The cylinder must remain on the crankcase and hence the necessity to
hold it in this position while extracting the head.
Attention: During cylinder head extraction, do not damage the cooper gasket. .. :J
Correctly extracted heads have tightly adhering gaskets. These have not to
be detached or removed.
5I At each head, measure the length of the valve stem above the retaining keys,
dimension A in Fig. 7-8. This dimension has to be min. 3.2 mm (0.126 in.) for
both intake and exhaust valve .
7-24 30.4.1993
MAINTENANCE PROCEDURES
Note: If the keys are damaged, repla_ce with new ones. Mark the new keys before
separation and install both keys at the same valve after they were cleaned.
6/ Press valve springs by means of the lever (see Special Tools and Fixtures),
ex1ract retaining keys, then free springs and extract spring seats and springs.
Note: The keys and the valve spring seats are not interchangeable and it is
necessary to be mounted back at the same valves and cylinder heads.
7 I Examine valves, possibly their ground portion using the pertinent fixture
(see Special Tools and Fixture). The valves with damaged or burnt edge,
especially the exhaust ones, have to be rejected. Mark (cylinder number) new
valves identically as the replaced valves. (See Special Tools and Fixtures for
figure printers.) Prior to remount, grind valves and burnish stems and then
wash them thoroughly to remove grinding compound.
8/ Inspect valve seats. Rework burnt valve seats using the valve seat cutter and
the pertinent fb..1:ure (See Special Tools and Fi:..1ures). Clean seat after rework
and than apply grinding compound; install valve and regrind it in the seat
using the grinding tool. Following this operation, extract valve and properly
wash valve and cylinder head with gasoline. Check valve to valve seat setting
)
for tightness in compliance with the next procedure:
Reassemble valves and pour gasoline in the compression chamber. No leaks
are permitted around valve heads for about 2 min.
9/ Check spark plug inserts for damaged or loosen.
j/ Remove cylinder barrel from the crankcase, eventually applying light bumps with
a plastic hammer.
Note: Do not damage the steel gasket between cylinder barrel and crankcase.
iVhen reassembling the cylinder barrels to the crankcase, install barrels in
the same position; for orientation refer to cylinder order numbers located
on the centering skirt of each cylinder barrel.
kl Piston disassemble:
Note: If needed to dismount whichever piston excepting piston no. 1, it is
necessary to dismount all other cylinder heads, barrels and pistons
situated before it, to create space for piston pin extraction. (For example:
if one needs to dismount piston no. 6, before this, he has to dismount
cylinders no. 1, 2, 3, 4 and 5 in this order).
30.4.1993 7-25
OPERATOR'S l\tANUAL
1I Remove piston pin retainers, applying the screwdriver with c~ered edge
at one end only. See Fig. 7-9. . ' :')\
... '
GAP
FLUSH
27
1- Extract From One End Only
2- Gap Positioning During Mounting -,.._~)
Fig. 7-9
Note: When forcing out the retainer, do not apply the screwdriver in more
places to avoid to damage the piston. It is recommendable to insert
a round woode,n dowel in the piston pin hole and extract the depressed
retainer.
Atte11tion: The reuse of removed retainer is not permitted.
2/ Extract piston pin using the special extractor. See Special Tools and Fixtures.
Note: The piston pins are numbered at the end of their hole to facilitate
reassemble.
I/ Check piston rings for condition. Replace damaged piston rings or not meeting
the following requirements: ~\
- compression rings to groove clearance: . .>'
0.2 + 0.227 mm (0.00787 + 0.00894 in.)
max. value: 0.3 mm (0.0118 in.)
7-26 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-27
OPERATOR'S MANUAL
Note: Assemble firstly the cylinder with the greatest ordinal number, whose
connecting rod was moved to the TDC.
I I Lubricate piston pin with oil and install it to the connecting rod.
2/ Introduce piston pin in the connecting rod bore using the dowel and than
assemble the second retainer according to steps bl, cl, di from the piston pin to
piston assemble procedure.
p/ Cylinder to crankcase assemble:
1I Set gasket at cylinder bottom and lubricate cylinder barrel inside walls with oil.
21 Lubricate piston and piston ring with oil, than install rings in the original
position according to marks. Press piston rings by means of the ring
compressor, see Special Tools and Fixtures and then introduce the piston in
)
the cylinder barrel bore.
3I Extract ring compressor and install cylinder barrel on crankcase.
Note: After the cylinder barrel was reinstalled on the crankcase and before
cylinder head mounting, assure cylinder barrel against falling.
qi Cylinder head assemble:
I I Replace loosen or damaged cylinder head gaskets with new ones according to
the following prescriptions:
Use normal 1.00 mm (0.0394 in.) thick gasket on new, never overhauled
engines. If the engine has been already overhaule~ it is necessary to ascertain
if the cylinder head was not rework during overhaul. In the purpose to reuse
cylinder heads with setting surface distorted by vibrations, the overhauling
factory reworks this surface. The height between cylinder head surface setting
on cylinder barrel and the surface for camcase setting is diminished by 0.2 mm
(0.007874 in.). Every cylinder head reworked in this manner is marked with
the letter "S" located under the air intake canal on colored background and '.
the complete set (i.e. 6 pieces) is used on engine. In this case, use an abnormal,
0.2 mm (0.007874 in.) thicker gasket. If the cylinder heads have to be removed
7-28 30.4.1993
MAINTENANCE PROCEDURES
during operation time and the same (reworked as described during overhaul)
then remounted, abnormal gaskets have to be used. If it is necessary to replace
reworked cylinder head by a new one during operation time, use normal
gasket.
When reworked cylinder heads are used, make an entrance in the engine's log
book with the following content: "Reworked cylinder heads mounted
on engine."
2/ Apply graphite grease on cylinder head stud threads.
3/ Install cylinder heads on barrels and slightly tighten the nuts.
4/ Align cylinder heads to have the air intake ports in the same plane.
5/ Using a torque wrenc~ torque cylinder head nuts to 29.4 Nm (21.69 ft.lbs.).
Note: If the clearance is too small, .engine part dilatation caused by heating
induces supplementary forces in the rear end of the camcase, which can
damage it (cracks). In this case, remove camcase and file frontal areas
from each steel outlet to min. prescribed clearance at least. Following
filing, chamfer outlets edges, clean them and prepare for assemble.
30.4.1993 7-..29
OPERATOR'S MANUAL
-e --....
Cl)
1- Oil Sump
2- Clamp
3- Rubber Sleeve
4- Scavenge Pump Case
5- Feeler Gage
5
I
Fig. 7-10
7-30 30.4.1993
MAINTENANCE PROCEDURES
6/ Fix camcase at the first and last cylinder head by means of the auxiliary screws
and nuts (the longer studs). Facilitate the grooved spline bushings to engage
performing short, oscillatory movements with the crankshaft.
7 / Fasten sealing clamp against oil sump applying an average force, while
allowing a visible gap between rubber and flange in vertical direction. Loose
camcase to cylinder heads fixing nuts to eliminate a possible lack of coaxiality
of the vertical drive created in the rubber connection.
8/ Progressively screw and tighten the normal, service bolts and secure them.
s/ Check valve operating mechanism for correct timing:
1/ Screw on the TDC indicator (see Special Tools and Fixtures) in the spark plug
insert at cylinder no. 1.
2/ Install the dial indicator to crankshaft, see Special Tools and Fixtures.
3 / Turn crankshaft until piston no. 1 is at IDC on compression stroke.
4/ Adjust valve clearance to 0.25 mm (0.98 in.) for all valves and check valve
opening and closing moments:
exhaust valve opens 65 BBC
exhaust valve closes 25 ATC
intake valve opens 25 BTC
intake valve closes 65 ABC
common tolerance 2
Note: Indicated valve timing values are theoretical, i.e. at rocker to valve
contact, without taking into consideration valve spring deformations.
The actual values measured during valve opening and closing are about
5+ 7shorter.
5/ Adjust valve clearance in accordance to the procedure prescribed in this
section.
30.4.1993 7-31
OPERATOR'S MANUAL
7-32 30.4.1993
MAINTENANCE PROCEDURES
30.4.1993 7-33
OPERATOR'S MANUAL
Note: Any other torque wrench, with applicable torque indication range can be
used.
7-34 30.4.1993
TROUBLE - SHOOTING
SECTION 8
TROUBLE - SHOOTING
l / Failure of Engine to Start ...................................... ........... 8-2
2/ Difficult Engine Start ....................................................... 8-2
3I Engine Starts, but It Stops
Several Rotations After ................. ... ......... ............. 8-3
4/ Uneven Running ............................................................. 8-3
5/ Rough Engine .................................................................. 8-4
6/ Rigid Engine Running ...................................................... 8-5
7I Excessive Engine Temperature ......................................... 8-5
8/ Engine Firing in the Exhaust
Stack or Black Exhaust Smoke .............................. 8-6
9/ Engine Back Firing ..........................................................8-6
IO/Failure of Engine to Develop Full Power and
to Attain Full RPM when Throttle Opened ............. 8-7
11/Pr~per Engine Operation at Increased RPM,
but Failure of Engine to Idl.e Properly .................... 8-7
12/Engine Stops or Shows Great RPM Drop .......................... 8-8
13/Engine Ex-periences Self-Ignition After
Magnetos Switched Off .......................................... 8-8
14/Increased Fuel Consumption ............................................ 8-8
15/None or Low Oil Pressure Indication
After Engine Started ... .................................. ......... 8-9
16/ Sudden Oil Pressure Drop during Engine Running ........... 8-9
17/Sudden Engine Stop ....................................................... 8-10
18/Failure of Ignition System .............................................. 8-10
30.4.1993 8-1
OPERATOR'S MANUAL
8-2 30.4.1993
TROUBLE - SHOOTING
d. Injection pump does not Remove one fuel nozzle and cranking engine
deliver fuel. from propeller, while ignition is OFF, check
if fuel flows. Replace possible defective
injection pump.
4. UNEVEN RUNNING
30.4.1993 8-3
OPERATOR'S MANUAL
5. ROUGH ENGINE
c. Different angles with variable Check basic propeller blade mounting angle
pitch propeller. according to propeller manufacturer's
prescriptions.
d. Insufficient rigid engine Verify engine mounting according to
mounting onto airframe. airframe manufacturer's prescriptions. The
rubber shock absorbers must have sufficient
clearance against metal parts to avoid rough
contact during engine movements. Replace
defective or improper shock absorbers.
e. Defective magneto. Selecting between magnetos, identify the
defective one and replace it.
f. Defective spark plug(s). Check spark plugs; replace defective ones.
g. Defective ignition harness. Replace wires.
._ j
8-4 30.4.1993
TROUBLE - SHOOTING
30.4.1993 8-5
OPERATOR'S MANUAL
8-6 30.4.1993
TROUBLE - SHOOTING
30.4.1993 8-7
OPERATOR'S l\lANUAL
,.)
14.INCREASED FUEL CONSUMPTION
8-8 30.4.1993
TROUBLE - SHOOTING
30.4.1993 8-9
OPERATOR'S MANUAL
ones.
b. Failure of magnetos. Check, service and adjust magnetos
according to procedure indicated 1n
SECTION 7; possibly replace.
c. Defective ignition harness. Check harness and individual leads for
proper connections. Replace leads with
damaged insulation coat.
-,...,
\
.,.J
8-10 30.4.1993
SHIPPING, STORAGE, INSTALLATION
SECTION 9
30.4.1993 9-1
OPERATOR'S MANUAL
9-2 30.4.1993
SHIPPING, STORAGE, INSTALLATION
Note: This procedure permits engine only to be shipped to short distances and
to be stored for several days. For long-term shipping and storage, possible
in marine atmosphere, it is necessary to preserve engine using drying
agents and hermetically packing it in polyvinylch/oride covering, before
installing into the wooden case. Perform preservation in compliance with
the procedures prescribed in SECTION 10 of this manual. Store engine
installed in the wooden case in dry locations with minimum ambient air
temperatures.
1 - Starter Electromotor
Fastening Screw
Fig. 9-1
30.4.1993 9-3
OPERATOR'S MANUAL
A. Engine Installation Onto Airframe - See Fig. 9-4, Fig. 9-5, Fig. 9-6
al Keep engine hanging in the eyes pos. 9 by means of the winch after it was taken
out from the stand
bl Remove engine preservation in accordance to the procedure indicated
in SECTION 10 of this manual.
cl Insert gaskets between supplementary installed equipment and engine flanges.
Secure fixing nuts with wire or use locbvashers.
di Install the mounting pads with the mounting pins to the engine flanges pos. l
for mounting onto airframe engine mounts.
Note: Perform engine mounting onto airframe in compliance with the airframe
manufacturer's prescriptions in the pertinent manual. Especially observe
prescribed torques, to avoid damage of the threaded inserts in the engine
mounting flanges. The torque value is 15. 7+2Nm(11.6+ 1.5 fl.lbs). Secure
bolts using lockwashers according to airframe manufacturer's
prescriptions.
el Couple throttle control rod to main control lever pos. 6, correction rod to
correction lever pos. 7 and supercharger rod to supercharger lever pos. 8. Secure
carefully all pins with cotter pins.
f I Extract wooden plug from supercharger inlet flange hole pos. 2 and assemble air
intake duct.
gl Connect the fuel feeding flexible pipe to the injection pump inlet fitting pos. 15.
Connect pertinent hose to the fuel pressure gauge fitting pos. 16. Connect
pertinent venting hose from fuel tank to the injection pump venting fitting;
see Fig. 9-2. Connect fuel drain hoses to drain valves from air inlet elbows;
see Fig. 9-3.
hi Remove plugs and connect fresh oil line from oil tank to oil pump inlet fitting
pos. 10 and the line leading scavenged oil back to oil tank to the oil pump outlet
fitting pos. 11.
Note: Rinse lines inside with technical gasoline and then blow with compressed
air to remove possible dirt. Perform with care to avoid lack of tightness
and oil leaks or possible line aeration.
9-4 30.4.1993
SHIPPING, STORAGE, INSTALLATION
i/ Remove pressure oil fitting (pos. 12) plug and connect oil pressure gauge hose.
Assemble inlet oil temperature sensor to the lid pos. 13.
17
Fig . 9-2
Fig. 9-3
30.4.1993 9-5
OPERATOR'S MANUAL
j/ Couple short-circuit wires from magneto switch to the _shielded tenninals of both
magnetos. Ground thoroughly short-circuit wires on a clean metal engine area and
check for electrical continuity.
k/ Couple associated conductors to starter terminals.
Note: The whole electric system must be thoroughly insulated and the wiring
may not be in contact with sharp edges. The coupling to engine must be
sufficiently elastic to resist and face engine movements and vibrations.
1/ Assemble cylinder head temperature sensor to the 4th cylinder (Applicable to
ZLIN aircrafts powering engines).
ml Remove protection and mount the electrical RPM transmitter on flange pos. 23.
Note: After removing the RPM indicator drive protection plug pos. 19, it is
possible to mount the flexible shaft of the mechanic RPM indicator drive
as an alternative.
n/ Remove engine breather rubber protection plug and connect breather hose, whose
second end is located in an underpressure area.
o/ Remove exhaust port protections and install exhaust stacks, possibly exhaust I
collectors.
p/ Mount propeller to the crankshaft outlet. Perform mounting in compliance with
the propeller manufacturer's manual.
q/ Mount and fasten engine cowls.
Note: Keep up all plugs, protections covers and lids for possible engine
dismount from air.frame.
9-6 30.4.1993
SHIPPING, STORAGE, INSTALLATION
A. Fuel System
The fuel is delivered to the injection pump through a flexible hose 8 mm
(0.315 in.) ID. When mounting it, avoid short bend radii, especially in the vertical
plane, because this is a facilitating condition for air or water to accumulate in these
bends. The fuel is pumped to the injection pump by its own fuel pump. Along the fuel
inlet line must be installed a cock and a fuel strainer permitting max. 0.3 mm
(0.0012 in.) size particles. Besides this, the fuel system must be provided \\ith
a priming pump for use before engine start and for fuel lines filling. The injection
pump venting fitting is connected to the fuel back line of 6 mm (0.2362 in.) ID.
The fuel pressure gage line 4 mm (0.1575 in.) ID is connected to the duly injection
pump outlet. Fuel accumulated in the air inlet elbows and drained through the drain
valves must be evacuated outside the aircraft through the shortest pipe.
, )
B. Oil System
Avoid short bend radii when installing lines. The minimum oil delivering line ID is
20 mm (0.7874 in.), the ID of the scavenged oil back lines to the oil tank must be
minimum 10 mm (0.3937 in.). Along the oil inlet line or at the oil tank must be
provided an oil screen with a sieve of following dimensions: mesh side 0.4 mm
(Q.0157 in.), wire diameter 0.2 mm (0.007874 in.), surface 20, oo_o mm2 (31 sq.in.).
IF oil cooling through suitable cowl and oil tank arrangement, is unsatisfactory,
provide an oil radiator along the oil back line. A drain cock must be provided
at the lowest level in the oil system to permit oil draining from tank engine and lines.
C. Ignition System
The ignition switch selector situated in the cockpit is connected by short-circuit wires
to the duly magneto terminals and to the engine ground. (The engine is isolated
against engine mounts and it is necessary to bond them reciprocally.) The s\\itch
selector must have well and visible marked positions, i.e. "OFF' and "ON'' and
._ ,besides this the "Ml" and "M2" positions for either right or left magneto operation.
30.4.1993 9-7
OPERATOR'S MANUAL
Special ignition advance control system is not necessary because ignition advance
modification OCCUl'S automatically. To improve spark during engine start, a starting "\
vibrator has to be installed in the right magneto circuit, the best with transformer
circuit
D. Engine Controls
Control rods from control cantilever serve to control power ratings and mixture
proportion. The main control actuates the throttle and is provided with adjustable idle
stop. The second rod actuates the hand mixture control of the aspirated combustive
mixture. The mixture composition is automatically controlled until 1500 m
(4921.5 ft.) ISA altitude. Engine operation instructions are presented in SECTION 5
of this manual. To engage supercharger, a control lever on supercharger case is
provided for this purpose. The proper engaged and disengaged positions are tested
in this way: during engine starting by means of the starter, the clutch should not skid
(supercharger engaged) and the manifold pressure read from the indicator should not
be greater than the pressure in supercharger inlet manifold (disengaged position) -
this pressure is generally 1013.25 hPa (29.92 in.Hg).
The rods connecting cockpit levers and control cantilever must be sufficiently solid . ,:-,,}
and rigid to avoid bending and face vibrations. Connecting joints must be
manufactured precisely and without clearance. Pilot's control levers must have
- relatively greater movement range than cantilever levers. The rods between engine
and airframe must be, as much as possible, parallel to engine axle, to avoid to change
positioning as a result of engine movements.
E. Exhaust Piping
Exhaust flanges are delivered together with engine, to which the owner can
manufacture exhaust stacks, possibly cabin heaters. The exhaust from each cylinder
- can be evacuated through these stacks directly outside the engine cowls or to
a collector and than beneath airplane fuselage. If necessary to apply prolonged
exhaust piping, a collector or a muffler, these devices may not create excessive loads
by additional weight, inertial forces or thermal e"-'Pansion.
Note: 1Vhichever device added to exhaust piping causes engine power loss.
9-8 30.4.1993
SHIPPING, STORAGE, INSTALLATION
F. ~ngine Cowls
" 1. Reliable engine operation depends upon correct designed and manufactured engine
cowls, which enable required cooling within the air temperature and speed range.
Within temperate climate air temperature range (-15 + +30C; 5 + 86F), stabile
configuration cowl design is satisfactory, possible with minor adaptations for winter
or summer time operation. For greater air temperature range it is necessary to provide
baffling control. In both cases, it is necessary to develop and test engine cowling, so
that the operation temperatures and other requirements prescribed in the engine
documentation be observed. The requirement necessary to be met is the minimum
prescribed cooling air pressure drop: 1. 961 kPa (0.5792 inHg) measured before and
after cylinders. This pressure drop is particularly important during less favorable
flight moment (take-off and climbing). Special attention must be paid to engine cowl
aeration, when hot cylinder heads cause heating of the injection nozzles located
in the air intake elbows. Nozzles and fuel lines may not attain fuel boiling
temperature, because otherwise difficulties occur when starting hot engine.
Applying proper methods when obturating and bafiling, good results can be obtained
in fuel line cooling even at the lowest speeds or when engine is shut down.
, ..) If necessary, to maintain a suitable temperature especially around the fuel system, do
not hesitate to open engine cowls. On the contrary, at e>..'tremely low temperatures,
it may become necessary to partially or even completely obturate the cooling air
stream inlet to maintain stated engine temperatures.
The injection pump has no independent venting of the correction compartment.
For this reason it is necessary to provide it with correction compartment surface
cooling (the correctiol) compartment is that where is located the correction control
lever). No devices however may be installed at the injection pump.
The frontal crankcase lid may not be e>..-posed to cold air streaming, but it must be
well protected against cooling to avoid water accumulation and corrosion conditions
inside engine.
If engine is operated in dusty and sandy areas, it is necessary to provide an efficient
air strainer before air inlet into engine, with little pressure drop to minimize engine
performance loss.
, )When installing engine, consideration must be given to the impact pressure of both
./ engine aspirated air and cooling air. To attain normal engine performance, the same
minimum impact pressure is assumed in the air inlet before supercharger as
30.4.1993 9-9
OPERATOR'S MANUAL
the minimum cooling air pressure .achieved in the air scoop. When greater impact
pressure due to increased air speeds, it is necessary to limit manifold pressure .~
in compliance to engine performance prescriptions.
G. Propeller
The propeller used with these engines must meet engine performance. The propeller
has to be all the time perfectly balanced and centered. Propeller hub flange contact
surface must be clean and accurately machined to permit proper mounting and contact
,vith the governor oil distributor. All bolts must be torqued to prescribed value and
correctly secured. It is not permitted in any circumstances to operate engine with
improperly mounted or unbalanced propeller. Mount propeller and distributor
in accordance to procedures indicated in propeller manufacturer's manual.
..:)
9-10 30.4.1993
SHIPPING, STORAGE, INSTALLATION
EXPLANATIONS
I
. ./
30.4.1993 9-11
OPERATOR'S MANUAL
)
.. _.,..
9-12 30.4.1993
I
E )
!
i I
__ j_j
.ll
I
\
. i
I
1 5 7 6
w.M!l~.-
-==i=-
----=@4----.=I
8
L ~
--- ~Q!OI
I
10
J~L
11
c~ -
12
l.........lC.J
_...... .....
'~""'"~
_KQMPRE $Qfl
~<
. --~
' ,!';< ,.,__ -
I'
.;;.-~-;1 ~ , I ~ /'To~~ -
- ~
- -: .:: -.~i) C
----.! ...
--...,. ' /
J ~Off
-~J
I
iJ
n-
&\_ - i II - . 1----- 111 - -~ ~I ~
EI kl!~
E
~
13 ii . ti 15 16 17
(i -\m I ~ ~
26
[::;I ,2
18 19 24 25 I I\ t f--1'--'.1 ~ f ~I
- ~~ -~b ~
20
~
.,
~
9-IS
ENGINE PRESERVATION AND PREPARATION
SECTION 10
ENGINE PRESERVATION
AND PREPARATION
30.4.1993 10-1
OPERATOR'S MANUAL
1. GENERAL
The prescribed aircraft engine oils, beside lubricating and heat transferring
characteristics, also protect engine inside surfaces against corrosion for a certain time,
during engine inactivity (flight activity ceasement). The duration of this period is
adversely influenced by several factors increasing the possibility of corrosion during
engine inactivity.
10-2 30.4.1993
ENGINE PRESERVATION AND PREPARATION
bl Obturate exhaust and air manifold inlet. Install engine cowling fabric covers to
protect against dust and humidity. .
cl Preserve injection pump in compliance with pertinent prescription indicated in
this section.
di This preservation can be repeated twice or three times, if the engine was
immediately preserved after the last flight because of adverse climate conditions.
Perform repetition within 7 days without engine restarting.
Attention: Ground running the engine for brief periods of time is not a substitute for
the above prescribed preservation, but on the contrary, it tends to
aggravate the corrosion condition.
30.4.1993 10-3
OPERATOR'S MANUAL
al Let engine run at about 1200 RPM before final shut down, close fuel and let
engine turn as long as it surges all fuel contained in lines and injection pump.
The engine is assumed to have 50+70C (122+158F) hot oil prior to shut down.
bl Drain all oil from engine and oil tank and remove spark plugs.
cl While continuously cranking engine, remove plug in the frontal lid and fill
crankcase with preservative oil in compliance with specification MIL-L-6529 C
Type I heated to 50+70C (122+158F), e.g. EXXON RUST BAN 631 or AERO
SHELL Fluid 2XN.
di When the crankcase is full with preservative oil, drain this oil, which can be
reused for preservations, provided that it was not contaminated with dirty or other
foreign elements.
el Through the spark plug holes, spray the interior of each cylinder with
approximately 100 cm3 (6.1 cub.in.) MIL-L-6529 C Type I preservation oil heated
to 50+70C (122-H58F) by means of the manual sprayer. The piston must be
at BDC during spraying and consequently to this, crank engine about two -)
revolutions so that an oil coat form to protect cylinder inside walls and valves.
fl Install drying plugs containing blue silicagel indicator instead of spark plugs.
gl Perform following works:
I I Wrap both magnetos in paraffin paper or plastic foil and thoroughly secure
with cord.
21 Preserve injection pump conformly to the procedure in this SECTION.
31 Wrap starter electric motor in paraffin paper or plastic foil and secure with
cord.
41 Apply thin preservation oil coating to the ignition cable terminals.
hi Obturate all engine exterior orifices (exhaust manifold, air manifold inlet,
generator cooling air inlet, crankcase breather~ etc.) using duly plugs, covers and
obturators.
ii Preserve spark plugs in a 5o/o engine oil in gasoline solution. ;,'
10-4 30.4.1993
ENGINE PRESERVATION AND PREPARATION
10-6 30.4.1993
ENGINE PRESERVATION AND PREPARATION
51 Install spark plugs and strainers to engme after they were cleaned and
inspected.
6/ Check ignition wire terminals for condition and then connect them to spark
plugs.
7 / Disconnect oil hose from oil pump inlet, fill it fully with hot fresh engine oil
and connect it back.
8/ Fill oil tank with prescribed quantity of hot fresh engine oil grade conforming
to the specifications in SECTION 4.
91 Clockwisely rotate propeller several revolutions by hand to prime the oil pump.
IO/Start engine and let it run for about 20-30 minutes, in the first phase at
I 000 RP~ than increase to 1500 RPM. Thoroughly warm up engine: oil inlet
temperature must be at least 40+50C (104+ 122F) and the oil outlet
temperature 60+70C (140+ 158F).
I I /Remove magneto distributor blocks and clean terminals and contacts with
a fine brush dipped in trichlorethylene or gasoline. Dry well the distributor
(blow with compressed air jet) and reinstall the distributor blocks. Fill oil tank
' J with oil grade confonning to the specification in SECTION 4. Prepare
the aircraft in compliance to aircraft manufacturer's prescriptions and fly
a horizontal test flight. Check oil in the oil tank for condition after the test
flight Clean all oil screens and strainers. Replace oil in case of excessive oil
foaming.
Attention: ff MIL-L-6529 C Type 1 preservative oil grade was used for engine
preservation, change engine oil (in accordance with the specifications in
.SECTION 4) after the first JO hours operation time following newly
putting engine into service. Always observe this principle, if preservative
oil is used for internal engine conservation.
Note: All preservations and associated repetitions, as well as all engine
inspections and oil changes must be entered to the engine log-book under
the date ofperformance and responsible employee's signature.
30.4.1993 10-7
OPERATOR'S MANUAL
10-8 30.4.1993
ENGINE PRESERVATION AND PREPARATION
fI Drain preservative oil through th~ pump frontal part bottom hole.
gl Reinstall both plugs.
hi Wrap the preserved injection pump with paraffin paper or plastic foil and secure
with cord.
Note: The foregoing preservation can be repeated twice, concomitently with the
similar repeated engine preservations.
30.4.1993 10-9
OPERATOR'S MANUAL
~ . )..
~
10-10 30.4.1993
TABLES
SECTION 11
TABLES
30.4.1993 11-1
OPERATOR'S MANUAL
1. CENTIGRADE-FAHRENHEIT CONVERSION
Example: To convert 20C to Fahrenheit, find 20 in the center column headed F-C, then
read 68.0bF in the column F to the right
To convert 20F to Centigrade, find 20 in the center column and read -6.67C
in the C column to the left.
oc Of-OC Of oc Of.oc Of
-56.70 -70 -94.0 104.44 220 428.0
-51.10 -60 -76.0 110.00 230 446.0
-45.60 -50 -58.0 115.56 240 484.0
-40.00 -40 -40.0 121 .11 250 482.0
-34.00 -30 -22.0 126.67 260 500.0
-28.90 -20 -4.0 132.22 270 518.0
-23.30 -10 14.0 137.78 280 536.0
-17.80 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 sn.o
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0 .. J
11-2 30.4.1993
TABLES
30.4.1993 11-3
OPERATOR'S MANUAL
11-4 30.4.1993